Automatic retaining-valve.



C. MARTIN & M. BEASLEY.

AUTOMATIU RETAINING VALVE. l

' APPLICATION FILED SEPT. 28, 1907.

' i Tij-1 `Patented-Apr. 13, 1909.

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APPLIOATION FILED SEPT. Z8 1907. 918,179.

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Patented Apr". 13, 1909.

CALVIN MARTN ANDMIKE BEASLEY, OF DIGKSON, TENNESSEE.

AUTOMATIC RETAINlNG-VALVE.

Specication or" Letters Patent.

Patented April 13, 1909.

Application filed. September 28, 1907. Serial No. 394,974.

T o all whom if may concern:

Be it known that We, CALvIN lrianTiN and l-.iixn BnAsLnr, both citizensof the United States, and residents of Dickson, in the county of licksonand State of rennessee, have invented a new and improved AutomaticRetaining-Valve, of ..vhich the following is a full, clear, and exactdescription.

The invention relates to fluid pressure brakes of the llestinghouse andlike types, and its object is to provide a new and improved automaticretaining valve, arranged to allow of recharging the auxiliary reservoirwithout releasing the brakes, thus preventing the acceleration of thetrain, especially when running doivn a steep grade.

The invention consists of novel features and parts and combinations ofthe saine, which will be more fully described hereinafter and thenpointed out in the claims.

A practical embodiment of the invention is represented in theaccompanying drawings forming a part of this specification, in .vhichsimilar characters of reference indicate corresponding parts in all thevieivs.

Figure 1 is a sectional elevation of the iinprovement showing the valvein normal open position when the brakes are released; Fig. 2 is a likeview of the same, showingI the valve in position when the brakes are setand the auxiliary reservoir is to be recharged, and Fig. 3 is atransverse section of the same on the line 3 3 of Fig. 2.

The casing A of the automatic retaining valve is connected by a pipe Bwith a pressure retaining reservoir C, and the said casing A is alsoconnected by a pipe D vcith the train pipe and by a pipe 'with theexhaust of the triple valve of usual construction.

In the casing A is arranged a cylinder F, into the outer or left-handend of which opens the pipe D, and in the said cylinder F reciprocates apiston G. lhe other end of the cylinder F opens into the valve chamberH, provided in its bottom with a valve seat .H for a slide valve l totravel on, and which slide valve has its under side provided with acavity l for connecting the pipe iviththe exhaust port E formed in thecasing A and leading to the atmos here. A springI J presses the slidevalve to hold it to its seat H', and the stem I2 of the slide valve I isrigidly connected with the piston G, so that When the piston G isshifted the slide valve I moves bodily With thel same. Into the valvechamber H opens the pipe B. The inner end of the cylinder F is providedwith a feed groove F', so that when the parts are in the normal openposition illustrated in Fig. l, then the train pipe pressure can pass byivay of the pipe D into the outer end of the cylinder F and by Way ofthe feed groove F and the inner end of the cylinder F to the valvechamber H, from which the train pipe pressure can pass by Way of thepipe B into the pressure-retaining` reservoir C. Thus thepressure-retaining reservoir C is normally charged with train pipepressure.

-"flhen the parts are in the normal position shown in l, then the cavityl connects the triple valve exhaust to the atmosphere by way of the pipeE, the cavity l and exhaust port E, the brakes then being` released, andwhen it is desired to set the brakes the engineer reduces the pressurein the train pipe by manipulating the engineers valve correspondinglyand in the usual manner, and When a reduction of air in the train pipetakes place then a like reduction of air takes place in the left handend of the cylinder F, whereby the preponderance of pressure from thepressure-retaining reservoir C and exerted against the inner face of thepiston (l, causes the latter to travel in the cylinder F from the rightto the left to the position shown in Fig. 2. The movement of the pistonG from the right to the left moves the valve l in the same position, sothat the triple valve exhaust is cut O from the atmosphere and thepressure in the brake cylinder is retained. During the time theretaining1 valve is held in the closed position, the' auxiliaryreservoir is recharged to its normal braking pressure by the engineermoving;` his valve into running` position, it being` understood that thepiston G and the valve l are unaffected while recharging; the auxiliaryreservoir, as the position of the engineers valve allows the mainreservoir pressure to feed into the train pipe gradually and to forcethe triple valve to release position, thus recharging the auxiliaryreservoir.

In order to release the brakes, the engineer moves his valve into fullrelease position, so that an excess pressure of say thirty or fortypounds, passes from the main reservoir into the train pipe, thusincreasingA the usual train pipe pressure (70 pounds) to about 20% abovethat of the pressure-retaining reservoir C. This excess of pressure inthe train lill'.

pipe over that in the pressure-retaining reserl voir C, acts on thepiston G and forces the same in the cylinder F from the left to theright back into normal position, so that the valve I is also moved backto normal open position, thus connecting the triple valve exhaust withthe atmosphere. The air retained in the brake cylinders nov7 esca es tothe atmosphere from the triple valve ex iaust by way of the ipe E, thecavity I and the port E', thus relleasing the brakes.

From the foregoing it will be seen that the slide valve I is normallyopen, is closed on setting the brakes, is unaffected on recharging theauxiliary reservoir and is moved to o en position on releasing thebrakes. By t e use of the pressure-retaining reservoir C no Waste of airressure is had. It will also be noticed that t ie automatic retainingvalve has nothing to do with the applying of theV brakes, and theengineer can apply the brakes on descending long grades and put theengineers valve 1n running position and recharge the train, withoutreleasing the brakes or setting the brakes harder. Thus by the use ofthis device a train of cars can be run down a steep grade in perfectsafety. It

.Will further he noticed that the automatic retaining valve does notallow the brakes to release until the engineers valve has been moved tofull release position, and the valve I has been shifted into openposition so as to allow the air pressure to exhaust from the brakecylinder by way of the triple valve exhaust ipe E, cavity I and port E.Vhen this talies place the brakes release romptly. The automaticretaining valve s own and described is very simple, durable inconstruction, and capable of ready attachment to the iluid pressurebrakes as now constructed.

valve exhaust and the pressure retaining' Y reservoir, a reciprocatingpiston in the casmg, said piston v controlling communciation between thetrainpipe and the pressure retaining reservoir and controlled by thepressure from the said train pipe and reservoir, and a slide valve inthe casing and moving with the piston, the valve normally opening thetriple valve exhaust to the atmosphere and moved into closed position bythe piston on setting the brakes.

2. An automatic retaining valve for lluid pressure brakes, comprising avalve chamber having a seat in its bottom through which open two ports,one leading to the atmosphere and with the other of which the triplevalve exhaust is connected, the said chamber being connected with apressure'retaining reservoir, a slide valve in the chamber,

and having a cavity in its under face, a cylinder at one end of thevalve chamber and having a feed passage at its inner end, the cylinderbeing connected with the train pipe7 and a iston in the cylinder andsecured to the va ve.

In testimony whereof we have signed our names to this specication. inthe presence of two subscribing witnesses.

CALVIN MARTrN. MIKE BEASLEY.

Witnesses W. M. CHOATE, W. L. JACKSON.

